PACIFIC NORTHWEST EDITION
A Supplement to:
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April 11 2021 Vol. V • No. 8
“The Nation’s Best Read Construction Newspaper… Founded in 1957.” Your Pacific Northwest Connection – Patrick Kiel – 1-877-7CEGLTD – pkiel@cegltd.com
Montlake, at a cost of $455 million, is the first stage of all remaining SR 520 improvements in Seattle in what WSDOT refers to as the “Rest of the West” initiative.
The ongoing work for the Montlake Project, being constructed by Graham Construction as part of the Washington State Department of Transportation’s (WSDOT) SR 520 Bridge Replacement and HOV Program, is slated for completion in 2023/2024. Montlake, at a cost of $455 million, is the first stage of all remaining SR 520 improvements in Seattle in what WSDOT refers to as the “Rest of the West” initiative. The entire SR
By Irwin Rapoport
CEG CORRESPONDENT
520 program is being financed by the 2015 Connecting Washington transportation legislation. “SR 520’s 1960s-era west approach bridge, supported by hollow columns, is at risk of failure in a severe earthquake,” said Steve Peer, construction manager of the SR 520 project. “In addition, the highway’s old, four-lane segment in Seattle is typically at capacity during peak periods. Now that we’ve completed reconstruction of the highway’s eastside segment and replaced the old floating bridge, we are moving forward to complete the remaining SR 520 safety and mobil-
ity improvements from Lake Washington to I-5.” When Montlake is finally delivered by Graham Construction crews, it will result in the construction of a new, seismically stronger West Approach Bridge South – parallel to the completed West Approach Bridge North – to carry three lanes of eastbound traffic past Montlake Boulevard East to the new floating bridge; a communityconnecting highway lid and transit hub at Montlake Boulevard East; the rebuilding of the SR 520/Montlake see MONTLAKE page 10
Page 2 • April 11, 2021 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide
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Page 4 • April 11, 2021 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide
Crews Work to Stabilize U.S. 101 After Dangerous Collapse By Lori Tobias CEG CORRESPONDENT
A much traveled piece of the Pacific Coast Scenic Byway is open to travel again after a potentially tragic accident closed it in February. Repairs are expected to continue through spring. Oregon’s historic oceanfront highway is a much-loved travel route along the state’s coast, but it’s also vulnerable to numerous instabilities, such as the collapse at a wayside known as Bray’s Point. The disaster at milepost 170.5 plunged a drill rig and its operator 150 ft. to the rocks below, and served as a reminder that this climbing, curving scenic road is not the usual drive. “U.S. 101 is an aging, unstable road on many parts of the coast and so our maintenance crews are constantly responding to various slides, sink holes and cracks in the road,” said Angela Beers-Seydel, spokeswoman of the Oregon Department of Transportation (ODOT). “This started out as somewhat typical of life maintaining that road. A maintenance crew member saw a new crack and went to investigate. They were really concerned since we hadn’t seen issues at Bray’s Point before. It cracked more and our geo/hydro engineers were brought in to find out why. They found and assessed the crack in the historic retaining wall and recommended that the section be shored up immediately.” ODOT contracted with GeoStablization International (GSI) to stabilize the area. GSI brought in its own heavy equipment and went to work. “This is what GSI specializes in,” said Beers-Seydel. “Since 2002, they’ve done 4,791 projects, including dozens of rock
wall repairs and thousands of emergency slope stabilization projects. They said nothing like this has happened before. It was shocking to them, too.” Crews initially focused on stabilizing the area to ensure the safety of workers and motorists traveling through the area. But the window for repair wouldn’t last. Only five days into the fix, the southbound lane collapsed. The drill rig operator survived – some would say miraculously – with only minor injuries, but the highway was closed. Days later, Mast Brothers, a towing firm based on the central and south coast, brought in three semi-tow trucks to retrieve the drill rig. With the drill rig recovered, GSI crews then went to work installing a combination of micropiling and soil nails. “Soil rods vs. micropiling, it’s all part of
the same idea,” said Beers-Seydel. “You’ve got these pieces of metal that take the force off of the earth to hold it in place. Fortunately, the remaining wall was intact and none of the vertical rods already placed had moved or were damaged, so they were the foundation for the rest of the work ... We added horizontal rods after the failure through the exposed soil and the remaining wall, and continued the installation of the vertical rods. These now disperse the earth load of the fill, lessening the direct pressure on the wall area. Then the entire wall – new and repaired – was covered with concrete to reinforce the slope, holding the fill under the road in place for the long-term. In effect, the existing wall becomes a facade and the micropiles are doing the work of supporting the road way.” Crews also installed new guardrail and
Crews installed new guardrail and filled an 8-in., 2-ft. deep hole between the new retaining wall with gravel. That portion will be paved later in the spring.
The Oregon Department of Transportation contracted with GeoStablization International (GSI) to stabilize the area.
filled an 8-in., 2-ft. deep hole between the new retaining wall with gravel. That portion will be paved later in the spring when the weather – notoriously wet and windy in the winter months – calms in the spring. The highway will be reduced to one lane for paving with flaggers controlling traffic at that time. ODOT initially budgeted for $200,000 to $250,000 to fix the wall, but once it collapsed, that cost nearly doubled to $450,000. “When the wall unexpectedly collapsed, it was a worst nightmare,” said Beers-Seydel. “Crews are constantly telling me that they love working on the coast because of its beauty, but they recognize the inherent danger of working on a narrow road with ancient slides, blinding rain and ever increasing traffic. They are careful in where and when they work, planning for the worst, mitigating the danger as best they can, and normally keeping everyone moving without having to think about the route beyond the stunning view.” The collapse at milepost 170.5 has underscored the need to keep a close eye on the historic highway, and inspections along the 360-plus miles of highway will no doubt be ramped up in coming months as noted in a memo from ODOT geotechnical engineer Tony Robinson. “The as-built condition of this wall is an example for how to work with the remaining rockery walls of similar ventures along US 101,” Robinson said. “Similar plans should be made immediately for supplemental shoring to the highway as it’s prudent to assume other walls of this vintage and in this area may well have similar construction deficiencies.” CEG
The collapse at milepost 170.5 has underscored the need to keep a close eye on the historic highway, and inspections along the 360-plus miles of highway will no doubt be ramped up in coming months.
Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • April 11, 2021 • Page 5
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Page 6 • April 11, 2021 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide
Firm Acquires Portland Water Infrastructure Biz for $1B Autodesk Inc. recently announced it has dent and CEO. “An estimated $1.9 trillion is signed a definitive agreement to acquire required to address global water infrastructure Portland, Ore.-based Innovyze Inc., a global needs by 2030, and by fundamentally changing water infrastructure software, for $1 billion subthe way systems are designed, constructed and ject to working capital and tax closing adjustoperated, we are best positioned to overcome ments. this challenge and realize the better world The acquisition positions Autodesk as an we’ve imagined.” end-to-end water infrastructure solution from Amy Bunszel, executive vice president of design to operations, accelerates Autodesk’s AEC Design Solutions at Autodesk, added, digital twin strategy and creates a clearer path to “Nearly nine trillion gallons of water are lost a more sustainable and digitized water industry. each year worldwide due to prolonged leaks Innovyze’s modeling, simulation and predicand pipe breaks, but we cannot manage or fix tive analysis solutions enable more cost-effecwhat we cannot see. Innovyze’s portfolio of tive and sustainably designed water distribution operational analytics, distribution modeling and networks, water collection systems, water and asset management solutions provides the wastewater treatment plants and flood protecinsight needed to identify this and other potention systems. Additionally, Innovyze’s solutions tial problems before they become a crisis.” centralize infrastructure asset visibility to opti“For 35 years Innovyze has been a hidden mize capital and operational expenses. part of the daily lives of millions of people Combining Innovyze’s portfolio with the Innovyze’s analysis solutions enable more cost-effective and sustainably around the world, helping to deliver fresh, clean power of Autodesk’s design and analysis solu- designed water distribution networks, water collection systems, water and water, managing sewage and flooding in our tions, including Autodesk Civil 3D, Autodesk wastewater treatment plants and flood protection systems. communities and turning wastewater into safe InfraWorks and the Autodesk Construction water,” said Colby Manwaring, CEO of Cloud, offers civil engineers, water utility companies and leading environmental and engineering consultancies. Innovyze. “Similarly, if you look at the built world around More than two billion people lack access to safe drinking us, Autodesk’s design DNA is found in just about every water experts the ability to better respond to issues and to water at home, and by 2025 more than two-thirds of the structure you see above ground and below, so it makes strateimprove planning, according to the companies. gic sense to bring together our complementary organizations For 35 years, Innovyze has been building innovative soft- world’s population will reside in water-stressed areas. “We can achieve a more sustainable planet, but we can’t critical to much of the world’s population. We look forward ware for the water industry and is trusted by approximately 3,000 customers worldwide, including utility companies in do it without responsibly managing our use of water and to completing the acquisition and getting to work, together.” many of the most populous cities across five continents and securing its future,” said Andrew Anagnost, Autodesk presi-
PacWest Machinery’s Logue Talks Women in Construction Atlas Copco Power Technique joined The National Association of Women in Construction (NAWIC) to celebrate Women in Construction Week (WIC) with a profile of PacWest Machinery's Jolene Logue. Logue discussed her journey in climbing the ladder from entry-level jobs out of college all the way up to her current role as president of PacWest Machinery of Seattle, Wash., an Atlas Copco Power Technique distributor. She also discussed the construction industry and advice to young professionals starting out.
Jolene Logue
From Rental Desk to President’s Office Following college in the early-1990s, Logue graduated into a tough economy and needed to start out with some temporary and entry-level jobs. With both parents being teachers, Logue did not have a network of people in the construction industry. Instead, she relied on working hard and being open to trying new things. Soon after college, Logue joined Ingersoll Rand (IR), where she stayed and worked her way up the ladder over a 15-year span of time. During the early years, Logue held various roles across several departments at the company and effectively diversified her
skillset. This included positions such as a rental coordinator before eventually moving into equipment sales, marketing and opening new retail locations. Logue also spent time with Volvo Construction Equipment as a regional vice president over dealer and company owned stores. Her last stop was running 13 company-owned stores for IR before her move to being named president of PacWest Machinery. “The highlight of my career is when I joined PacWest Machinery,” said Logue. “Our team has been able to develop a plan for growth, which consists of a high level of customer support, employee growth and development, equipment sales, updated facilities and bringing on new lines of equipment.” Logue has now been president of the dealership for more than five years. Women in Construction When Logue was involved in sales, she joined NAWIC. It was a small group at the time, which has now grown to thousands of associate members. “There is plenty of room for women in the construction industry,” said Logue. “The women I have worked with that are success-
ful have been practical, eager to learn and could confidently apply what they have learned.” Logue believes it is a lot easier now for a woman than it was 20 to 30 years ago. Today, it is more about what someone brings to the table, regardless of gender. “Our industry is pretty down-to-earth, and if you are genuine and want to work hard and learn, I believe there are a lot of people who will open doors for women or for any other capable person,” said Logue. “Our industry is also small and so many know each other. So, if you are good at what you do, you are going to be remembered.” Advice to Young Professionals The PacWest Machinery president believes something that helped her along the way was to seek out good mentors. “For young people in our industry, make sure to seek out good mentors,” said Logue. “To be able to have experienced people advising you and looking out for you is really important for growth and learning on the job.” For more information about NAWIC and Women in Construction Week, visit https://www.nawic.org/nawic/wicweek.asp.
Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • April 11, 2021 • Page 7
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Page 8 • April 11, 2021 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide
U.S. 95, ID-53 Construction Project Taking Shape in Idaho
The corridor’s design includes accommodating other forms of transportation. Last fall, 8 mi. of the existing trail in the Coeur d’Alene area were repaved and another 9 mi. of new path were paved.
Crews are extending frontage roads on the east and west side of U.S. 95.
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The Idaho Transportation Department (ITD) is reconfiguring several roadways near the current U.S.-95 junctions with ID53 and Garwood Road north of Hayden. The proposed project will: • Construct a new interchange at U.S.-95 and ID-53; • Realign and widen ID-53 from Ramsey Road to U.S.-95; • Replace the existing deficient ID-53 bridge over the Union Pacific Railroad (UPRR); • Provide a grade separation at Garwood Road over U.S.-95 and the UPRR (eliminate direct access to U.S.-95 at Garwood Road); • Construct a new east-side frontage road from ID-53 to Garwood Road; • Construct an assortment of connector
This project grew out of a 2010 corridor study and it’s part of an effort to improve the entire corridor of U.S. 95 from Coeur d’Alene to Sagle. The two north central Idaho cities are approximately 40 mi. apart
roadways. This project is part of a larger vision to improve traffic flow and enhance safety on a local and regional level for present and future users along U.S.-95 between Garwood Road and Sagle. Design and construction of this project are approximately $41 million. This project is funded through the ITD GARVEE Transportation Program. Grant Anticipation Revenue Vehicle (GARVEE) bonds enable ITD to accelerate construction timelines to build critical infrastructure that would otherwise take many years to fund and build. The bonds are paid back over 18 years and are backed solely by future federal aid.
Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • April 11, 2021 • Page 9
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Page 10 • April 11, 2021 • www.constructionequipmentguide.com • Pacific Northwest Supplement • Construction Equipment Guide
When Montlake is finally delivered by Graham Construction crews, it will result in the construction of a new, seismically stronger West Approach Bridge South – parallel to the completed West Approach Bridge North.
Graham Construction Builds Seismically Stronger Bridge MONTLAKE from page 1
Boulevard East interchange; and the construction of a bicycle-pedestrian “land bridge” over SR 520, east of the Montlake lid, connecting the Arboretum and points northward, including the University District. Construction Progress Graham Construction has made considerable progress as crews have worked diligently on the Montlake Lid, the Montlake Boulevard interchange and other corridor improvements. In fact, all 114 concrete beams (girders) are now in place over SR 520 to support the landscaped freeway lid and transit hub. “Crews have begun placing plywood forms among the girders in preparation for building the lid's three-acre, concrete deck,” noted the WSDOT construction update. “Later this year, crews will shift Montlake Boulevard and 24th Avenue East onto the lid. They’ll then remove the two overpasses and build new, improved crossings over the highway.” Bridge construction has been swift and, over the past year, Graham has been removing the eastbound SR 520 bridge over Union Bay. “Crews are cutting up large sections of the old west approach bridge for removal by truck,” stated the progress report. “They’re also using the temporary work platforms to build a seismically resilient, three-lane bridge between Montlake and the SR 520 floating bridge. Once that new eastbound bridge opens, expected in 2023, the newer, north span will revert back to a westbound-only bridge.” The 2020 construction season was busy, but following a March 2020 executive order from the governor, work was suspended due to COVID-19, with major work resuming in June 2020 with new field safety protocols in place to protect workers from the virus. In August 2020, crews completed the first phase of the central support wall in the median of SR 520 for the future Montlake lid and shifted traffic lanes, opening space to work on the outer support walls. In December 2020, crews installed a new, colorful screening around the former Montlake Market property; finished installing a 54-in.-diameter city water line beneath SR 520 just east of Montlake Boulevard; and the first phase of the
south concrete wall (along Lake Washington Boulevard) that will support a future freeway lid over SR 520 in Montlake was built. Other highlights included the assembly of four gantry cranes (each 69 ft. tall) for the removal and replacement of the old eastbound bridge. This involved 3,670 cu. yds. of poured concrete; 490 piles driven for temporary work bridges in Union Bay; and 18,000 tons of concrete were removed from the old SR 520 bridge. The West Approach Bridge South should take four to five years to construct. The Montlake interchange and lid construction, between Montlake Boulevard and 24th Avenue East, will require a similar amount of time. The bicycle/pedestrian land bridge, one block east of 24th Avenue East, is still under construction. “WSDOT is committed to meeting the governor’s voluntary goal of providing 26 percent of the contract value for Connecting Washington transportation projects – including the SR 520 Montlake Project – to minority-owned, womenowned, veteran-owned and disadvantaged small business,” stated the project web page.
The SR 520 Bridge Replacement and HOV Program is slated for completion in 2023/2024.
Project Background Graham secured the contract in 2018 and construction started in the summer of 2019. The project’s benefits, noted Peer, will benefit Seattle for many decades. “This will provide improved regional mobility from the addition of transit/HOV lanes across Lake Washington, direct-access ramps for buses and carpools to and from a regional transit hub on the Montlake lid, and added lane capacity at the Montlake Boulevard East interchange,” Peer said. “We also will have more non-motorized-travel options from a new north-south bicycle and pedestrian land bridge over SR 520, connecting Arboretum trails with local and regional bicycle/pedestrian routes in Montlake and the University District. “The new community open space and trail connections from construction of a landscaped Montlake lid will be very welcomed and the work will result in fewer traffic backups thanks to wider highway shoulders that allow disabled vehicles to pull over without blocking traffic,” Peer added. “It will contribute to a cleaner, healthier environment from the creation of treatment systems for SR 520 storm water runoff. The project also creates more open and natural park area in the Arboretum with the removal of old SR 520 on- and offramps and the never-completed R.H. Thomson Expressway ‘Ramps to Nowhere.’” As part of the project, WSDOT purchased the Montlake Market and 76 gas station property in June 2019 to enable permanent improvements to the SR 520 corridor; provide space for rerouted traffic during Montlake Boulevard's reconstruction; and efficiently stage the work. “A WSDOT analysis showed that keeping the market open during Montlake Project construction was impracticable, so the market and gas station closed at the end of 2019 and the buildings were removed,” said Peer. WSDOT has been keeping the public informed about the construction via meetings, now being held on-line, which featured Q&A sessions in 2020. The work is having an impact on traffic and WSDOT is providing the latest information concerning construction activities and planned road closures via SR 520 construction map. For more information about this project, visit https://wsdot.wa.gov/Projects/SR520Bridge. CEG
Construction Equipment Guide • Pacific Northwest Supplement • www.constructionequipmentguide.com • April 11, 2021 • Page 11
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